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81. Re: Mating Question (overdrives to transmission that is) (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Sat, 28 Feb 2004 11:57:42 +1300; Mating an overdrive is like changing UJs, once you've done lots and discovered all the tricks it's quite easy. For an overdrive to fit to a mainshaft the splines must be lined up, in the absence of a; /html/fot/2004-02/msg00414.html (9,502 bytes)
82. Re: Mating Question (overdrives to transmission that is) (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Sat, 28 Feb 2004 22:10:03 +1300; Whoops - forgot about about those springs on the A type, D and J types are easy by comparison aas there is no fighting the return springs as they are internal. John Kipping -- Original Message -- Fro; /html/fot/2004-02/msg00419.html (8,676 bytes)
83. Re: Spitfire diff (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 5 Jan 2004 09:43:23 +1300; Always loctite crownwheel bolts in, and use original ones which are 'V' I assume you always use the flanges with the 3/8" bolts, fit uprated Hardy Spicer UJs as these will not break. References to di; /html/fot/2004-01/msg00071.html (8,514 bytes)
84. Re: rear vertical links needed (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 13 Jan 2004 00:07:57 +1300; Because of the scarcity of rear vertical links in those areas of the world prone to rust they have been remade by Canley Classics. John Kipping -- Original Message -- From: "Aaron Johnson" <fpspitfir; /html/fot/2004-01/msg00166.html (7,212 bytes)
85. Re: More on pistons (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 13 Jan 2004 00:00:50 +1300; Strange you should mention .006", many years ago a friend of mine fitted a set of original Spitfire Le Mans pistons to a Vitesse 6 engine (it gives a capacity of 1725cc) with normal clearances - afte; /html/fot/2004-01/msg00167.html (7,790 bytes)
86. Re: Importing from New Zealand (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Thu, 15 Jan 2004 10:05:27 +1300; The New Zealand end is all quite easy, don't suppose the PI is in Christchurch by any chance? John Kipping -- Original Message -- From: "David Kettler" <dkettler@tcbi.com> To: "Friends of Triumph" <f; /html/fot/2004-01/msg00214.html (7,177 bytes)
87. Re: TR (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Tue, 23 Dec 2003 15:48:06 +1300; Juts to add a couple of points - unlike New Zealand you are required to have at least third party insurance in the US - sit down when you ask how much it is. AFAIK by international agreements you are; /html/fot/2003-12/msg00263.html (6,800 bytes)
88. Re: RHD TR4 Steering rack (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 29 Dec 2003 10:08:40 +1300; The TR4 with ally rack mounts uses the same rack body as the early Heralds (up to 1961), and apart from the body and the pinion a LHD and RHD rack use the same parts. TR4A and later cars use a later; /html/fot/2003-12/msg00285.html (7,365 bytes)
89. Re: TR (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 29 Dec 2003 10:04:26 +1300; Think ahead - get two spares just in case! John Kipping -- Original Message -- From: "Aaron Johnson" <fpspitfire37@msn.com> To: "'John Kipping'" <johnkipping@inet.net.nz>; <fot@autox.team.net> Sent:; /html/fot/2003-12/msg00286.html (8,482 bytes)
90. Re: front upright (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Thu, 1 Jan 2004 15:05:28 +1300; 209222/3 are Herald drum brake vertical links, also fitted to early herald disc brakes and very early Spitfire Is. John Kipping -- Original Message -- From: "Jack W. Drews" <vinttr4@geneseo.net> To:; /html/fot/2003-12/msg00315.html (6,837 bytes)
91. Re: Parts Needed - non-syncro 3 rail bits (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Wed, 5 Nov 2003 13:58:37 +1300; The gearbox rear housing is the same for all these 3 rail boxes, only the bearing at the rear makes them different (which can be changed). John Kipping -- Original Message -- From: "Aaron Johnson" <f; /html/fot/2003-11/msg00014.html (8,085 bytes)
92. Re: Parts Needed - non-syncro 3 rail bits (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Wed, 5 Nov 2003 13:54:07 +1300; The striker on the B post (for earlt Spitfires) is as an early sixties Healy (although it is only the bit sticking out that's the same). They were remade and I would assume still available - the lock; /html/fot/2003-11/msg00015.html (8,754 bytes)
93. Re: spitfire tail shaft housing (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Thu, 6 Nov 2003 21:30:19 +1300; You can tell it's 4 years since I worked on these things, you're right in that there are two different tailshaft housings - but it isn't 3 and 4 synchro, it's up to 1971 and from 71. The mainshaft (a; /html/fot/2003-11/msg00033.html (8,019 bytes)
94. Re: GT6 Help (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Sun, 9 Nov 2003 12:32:04 +1300; This GT6 shaft is also fitted to all Spitfire IV and 1500. John Kipping -- Original Message -- From: <Malaboge@aol.com> To: <fot@autox.team.net> Sent: Sunday, November 09, 2003 11:57 AM Subject: GT6; /html/fot/2003-11/msg00064.html (7,252 bytes)
95. Re: Early Spitfire Cam question (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Fri, 31 Oct 2003 15:22:30 +1300; working from memory 202931 is very early sporting cam, used in Herald 948 twin carbs for example timing, 211433 is Spitfire I and Herald 12/50, 213028 is really naff, used in late US Spit IIIs. John; /html/fot/2003-10/msg00308.html (7,197 bytes)
96. Re: HP question GT6+ (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 1 Sep 2003 20:25:53 +1200; This cracking is getting a problem, I've certainly welded them up in the past so repair it if you can at the moment as new ones still haven't been remade yet. John Kipping -- Original Message -- From; /html/fot/2003-09/msg00000.html (6,699 bytes)
97. Re: spit crankshafts (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Mon, 1 Sep 2003 20:47:51 +1200; In actual fact the change from scroll to oil seal was made in 1965, I think the last of the Spitfire Mk IIs had oil seal cranks, and very early 1300 engines (fitted to the 1300 FWD in the UK) had scr; /html/fot/2003-09/msg00001.html (7,947 bytes)
98. Re: changing spitfire gear sets (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Thu, 4 Sep 2003 19:40:20 +1200; The 4.11 from a pre 71 car won't fit. Canley Classics can supply a correct one which will bolt straight into a 73 diff (either from a Marina or Toledo). John Kipping -- Original Message -- From: "Tom; /html/fot/2003-09/msg00056.html (8,212 bytes)
99. Re: changing spitfire gear sets (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Thu, 4 Sep 2003 19:46:42 +1200; There are three basic Triumph diffs - parts are not interchangeable between these groups. Small pinion bearing type - Standard 8/10, Spitfire I/II/III, Vitesse 6 and Herald. Large pinion bearing type; /html/fot/2003-09/msg00057.html (12,034 bytes)
100. Re: OD gasket sealant (score: 1): Author: "John Kipping" <johnkipping@inet.net.nz>; Date: Sun, 14 Sep 2003 12:51:36 +1200; Note that a J type overdrive (unlike a D or A type) doesn't have a breather, and it essential that a breather is open elsewhere on the gearbox. If the breather is blanked off on the gearbox top (as f; /html/fot/2003-09/msg00139.html (8,494 bytes)

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